Lateral motion cushioning device



March 29, 1949. H. e. MILLER ET AL 2,465,693

LATERAL MOTION CUSHIONING DEVICE 3 Sheets-Sheet 1 Filed Sept. 28, 1.945

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' March 29, 1949. H. G. MILLER ET AL LATERAL MOTION CUSHIONING DEVICE 3 Sheets-Sheet 2 Filed Sept. 28, 1945 5: in M E l ll fizvegzlns Mr 62M er OSCZzi C J QZerS 012 ffiorizez q March 29, 1949.

Filed Sept. 28, 1945 H. G. MILLER ET AL LATERAL MOTION CUSHIONING DEVICE 5 Sheets-Sheet 5 Patented Mar. 29, 1949 OFFICE LATERAL MOTION CUSHIONING DEVICE Harry G. Miller and Oscar 0. Peterson, West Allis, Wis.

Application September 28, 1945, Serial No. 619,150

Claims. (Cl. 105-80) The driving wheels of a locomotive are aligned along the rails on straight track, but as each pair of driving wheels goes on a curve they are necessarily deflected from the straight line of travel and are actually moved laterally with respect to that line as they take tangential positions on the curved rails. As they leave a curve and enter on straight track again, the movement is reversed. Unavoidably, there must be endwise movement of each axle relative to the locomotive frame during these happenings. That movement has come to be known as lateral motion or lateral. It is caused by pressure between the tire flanges and the outside rail as the locomotive enters and travels along a curve and pressure between the tire flanges and the inside rail as the locomotive leaves a curve and enters on straight track. Cushioning that movement softens the grinding pressure between the tire flanges and the rail, relieves lateral stresses in locomotive and track, and improves the riding qualities.

Prior lateral motion cushioning devices-for examples, Blunt No. 1,946,893, February 13, 1934, No. 2,047,666, July 14, 1936, and Locomotive Cyclopedia, 1938, page SSS-have been short lived due to excessive wear on the thrust members because they did not rightly adjust to the relative rocking movement of the wheel axles and the frame. There were other causes, but that one is outstanding.

The principal object of this invention is to reduce the excessive wear and to make restoration for wear cheap and easy. Generally speaking, this is accomplished by providing each thrust member with a swinging wear shoe that will automatically accommodate th rocking movements and that can be quickly replaced by a new shoe when needed. Other objects and advantages of the invention will appear as the disclosure proceeds and the description is read in connection with the accompanying drawings illustrating a preferred embodiment of the invention, and in Which Fig. 1 is a diagrammatic plan view of two sets of driving wheels and the frame of a locomotive indicating the allowable lateral movement;

Fig. 2 is a similar view illustrating lateral motion cushioning devices applied to each side of each driving axle;

Fig. 3 is a perspective view of one of the lateral motion cushioning devices and the associated roller bearing housing or axle journal box displaced from the other parts;

Fig. 4 is a front elevation of the lateral motion 2 cushioning device on a background of associated parts of the roller bearing housing or axle journal, the frame, etc.;

Fig. 5 is a vertical section along the axis of the lateral motion cushioning device shown in Fig.

4; and

Fig. 6 is a horizontal section along the axis of that device as indicated by the line 66 of Fig. 4.

In these drawings, I0I0 indicates the side portions of the locomotive frame, and I I the roller bearing housing or axle journal boxes upon which the frame is borne through springs and spring saddles of any suitable construction. They are held in the frame by pedestal jaws, binders, etc., as is customary. The side frames ID are fitted with generally upright wear pieces of U-shaped construction indicated by I2, and the lateral movement allowable in each instance is indicated at I3 between the inner flange of each shoe I2 and the flange I4 on the roller bearing housing or axle journal box II. The illustrations in Figs. 1 and 2 are selected merely to indicate the lateral movement allowable and the general relation of parts including the arrangement of the lateral motion cushioning devices, generally indicated by C.

Many details are purposely omitted as matters of choice, and those illustrated in the above patents and Locomotive Cyclopedia may be considered as included herein by reference as illustrations.

The detail of one well known type of roller bearing housing or axle journal box is further illustrated in Buckwalter No. 1,860,702, May 31, 1932.

The lateral motion cushioning devices The lateral motion cushioning devices generally indicated by C include two thrust elements T cooperating with a spring or springs I 5, which in assembly constantly urge them apart but allow them to approach under the forced lateral motion.

Each thrust member T includes a body portion I6, which in use is received within a slot or passageway I1 in the flange Id of each axle journal box II. These passageways are in the nature of rectangular slots cut horizontally through the flanges I4 of each side of the journal box. Adjacent to the inner end of each body portion I 6 of each thrust member is a collar I8 providing a shoulder I9 to rest against the inner side of each flange I l. Spaced from the collar I8 is an inner collar 20 bored out at 20a to provide a seat for the adjacent end of the spring I5, the opposite 3 ends of which are seated on the intermediately located flanged ring or collar 2|.

On the same axis as the spring seats 20a there is a bore 22 in each of the thrust members to receive what has heretofore sometimes been called a spacing bar 23, which will be observed is shorter than the normal distance between the inner endsof the bores 22.

Each thrust member T corresponds quite generally to prior thrust members, but it has been foreshortened and bored at 24 to provide a generally cylindrical bearing opening toward .the adjacent side frame on whichitis tobe used and forming a socket to receive a cylindrical bearing element 25 on a wear shoe generally indicatedby W, which includes, in addition .to the bearing element 25, a neck portion 26 connecting 'thebearing portion with a broad wear head 21 presenting an extended flat face 28 for wearing contact and sliding relation with the inner flange of the corresponding-shoe 12 on the side frame.

In the form that has proved most-satisfactory .ingpractice, the Wear shoes W are made of brass, while the :thrust elements are made :of .steel, and, in order to confine the wear to the brass shoe, Tthczsocket 24 -is fitted with a hardenedsteel liner 28a, generally cylindrical *in form and made fast withinthe-socketrbywelding at 29. The neck 26, it will-be noted, is sufficiently small to allow necessary movement of the wear .shoe :without binding gainst the ends of the liner 28.

Each wear shoe W is provided with a tubular projection to, which has a horizontal lubricant rbore 3 extending lengthwise to the locomotive inuse and communicating-with'a horizontal-bore 3-2, .on'e end of which opens :onto the wearingisur- :vf-ace o'f the liner 2-8uand the other end :of which opens into X- ehapedgrooVes :3-3 in :the wearing face 228 'of the :head 21. .This-.device:is threaded at Bdito receive an Alemite fitting 'or 't'helike Lfor rsupplyinggr'ease orother lubricant.

Each (of the collars 20:01? the thrust rme'mbers 'TriS provided with a :slot 36 (see Fig.3) torreceive the ipull together bolts .by -which the .lateral motion cushioning devices are held assembled and in :a state :of compression to :facilitate .tplacing them as -a whole in thes'lots aor passageways ".l I in .the flanges l4 in the operation :of applying the .devices to a-lo'comotive. After bein iemp'la'ced, the pull-together bolts are removed, not v.to he 'used again until :the devices are to be removed, when they 'will again :be :"applied in order to make the removal operation safe and easy.

Each lateral motion cushioning device is (held in place by a pair of retainers 31 made .fast to the corresponding flange "M by cap screws 38, .and each -retainer v-has=a slot -40 .to provide clear- .ance for the tubular portion 3%) and :any fitting that may be attached to it.

Operation On tangent or straight track, the springs exert outward pressure on the thrust members and'hold the shoulders l9 againstthe inneriaces of'th'e flanges M on the axle journal boxes 1H. When entering a curve, the wheel flange against the "outer rail moves inwardly, carrying with it the axle and the axle journal box. The adjacent flange It is'thus'forced against'theshoulder i9 and moves thethrust member 51 .to'compress the springs 15 and push'the oppositelthrustmemher "1 with its wear shoe W against the .inner flange of the Wear shoe W on the voppositeside frame. The greater the lateral movement, the higher the compression of the springs, and the greater the pressure between the wear shoe W and the flange of the shoe l2, but the lateral shock is cushioned by the springs.

On leaving the curve and entering straight track, the springs will return the box and associated parts to normal centralized position.

The lateral motion is almost invariably accompanied by a rocking motion due to uneven spring :action, which has the effect :of .moving one of each pair of drivers vertically with respect to the :frame more than the other. The hinge connection between the Wear shoes W and the thrust members T readily accommodates this movement ;in:degr.ee:andkind and maintains the broad, well lubricated wearing surfaces 28 against the corresponding inner flange of the shoe l2 on the side frame against which the lateral motion produces the thrust. Throughout the lateral motion and the recovery, the thrust parts are kept with their Wear surfacesin position to take "the motion -.-with the least .amount of damage to the surfaces. The lubricating arrangement illustrated will rovide ample lubrication.

The use -:of a relatively soft metal, like brass, for the wear shoes W ;in connection with :the hardened steel liners 28 willconflne the wea-rtfor themostpartto the shoes especially if .theinner flanges of the'shoes 'fi'are provided-withhardened steel liners correspondin to those illustrated :-at '28. This means thatrestoration for weargavhen that has accumulated'a suificient amount, can bereadily made :and cheaply made by withdrawing each lateral motion cushioning deviceand :regpla-cingthe two wear shoes W with new ones.

:Prior lateral motion deviceshave failed to'pitovide proper support for the spacing bar 23, springs 15, and ringcollar 21 with theresult'that there has been damaging Wear :and .misalignment. To overcome that difficulty and provide accurate, smooth alignment, one of the :thrust members T, that indicated on the left in Fig. 5, hasbeen fittedwith 'a seamless tubing 44, fitted tightly within the bore 22 ,andmadefast by weldingat iS. The spacing bar 23 fits tight in the bore '22 of the thrustmember rat the right and has a sliding fit in the tubing 44,, which also has 'a'sliding fit in the springcolla'r 2!, The ithrust member T, as provided at the right in Fig. 5, has .a short piece of tubin 46 welded to it at 41 and telescoping over the adjacent end of'the tube '44 .with a sliding fit. The spacing bar 23 is secured to the thrustmemberwith a weld "41a.

This arrangement provides accurate alignment for the parts and proper :support while allowing all the:necessaryrmovementwith aminimum of wear;

As an example of a satisfactory "construction "for -a locomotive to provide j g" lateral motion each way, the lateral motion cushioning devices are each 31%" between the surfaces '28 of the wear shoe. The :distance from each surface 128 and the corresponding shoulder 19 is 4 /32". 'The rod 23 is 1-1-2," in diameter by 19 long. The overall length'of each thrustmember T, including its wear 'shoe W, is 9 /2". The cylindrical bearing 25 is 1 /8" in rad us. The wearing surface 28 is 5" long and 2 /2" wide.

We claim:

1. In a lateral motion cushioning device for railway vehicles to act between the vehicle frame and its .axle ,journal box, a thrust element, -means mounting the ,thrustelement .on thejournal box for yielding inward movement and a wear :shoe pivoted about a horizontal axis to the thrust "element whereby it may swing vertically to accommodate rocking movement between the axle and the frame while maintaining broad contact With the frame.

2. In a lateral motion cushioning device for railway vehicles to act between the vehicle frame and its axle journal box, a thrust element, means mounting the thrust element on the journal box for yielding inward movement, and a wear shoe pivoted about a horizontal axis to the thrust member by a cylindrical bearing and socket whereby it may swing vertically to accommodate rocking movement between the axle and the frame while maintaining broad contact with the frame.

3. In a lateral motion cushioning device for railway vehicles to act between the vehicle frame and its axle journal box, a thrust element of relatively hard material, means mounting the thrust element on the journal box for yielding inward movement, and a wear shoe of relatively soft material pivoted about a horizontal axis to the thrust element whereby it may swing vertically to accommodate rocking, movement between the axle and the frame while maintaining broad contact with the frame.

4. In a lateral motion cushioning device for railway vehicles to act between the vehicle frame and its axle journal box, a thrust member having a cylindrical socket open at one side of the axis thereof, and a wear shoe having a cylindrical pivot in said socket with a neck extending through the side opening of the socket and a broad head on the neck.

5. In a lateral motion cushioning device for railway vehicles to act between the vehicle frame and its axle journal boX, a thrust member having a cylindrical socket open at one side of the axis thereof, a wear shoe having a cylindrical pivot in said socket with a neck extending through the side opening of the socket and a broad head on the neck, and a hard metal liner for said cylindrical socket.

HARRY G. MILLER. OSCAR C. PETERSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

